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RFID Future of Red-Light Violation Detection
System: An Analysis on What Does It Look Like
and What are the Public Perceptions
Arun Yadav, Author
Research program – University of Southampton;International Intern with University of Sunshine
Coast, Australia
Senior Researcher and Road Safety volunteer
Tel: 91-08860068491; Email: yadav.arun09@gmail.com
Dr. Bridie Scott-Parker, Corresponding Author
PhD QUT (Adolescent Risk Research Unit (ARRU), Senior Research Fellow at the University of
the Sunshine Coast, Sunshine Coast Mind and Neuroscience - Thompson Institute, Consortium
of Adolescent Road Safety (cadrosa.org), University of the Sunshine Coast (USC), Australia
Thompson Institute, 12 Innovation Parkway, Birtinya Qld 4575 Australia
Tel: 61-7-5456-5844; Email: bscottpa@usc.edu.au
RESEARCH ARTICLE OPEN ACCESS

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ABSTRACT
Automatic traffic light detection plays an important role in the efficient functioning of
theintelligent transportation system (ITS). A variety of detection methods have beenimplemented
around the world with the objective toincrease the accuracy of red-light violation detection
systems (RLVDS). Under the traditional method, a traffic police officer identifies red-
lightviolators and apprehend them on the spot. Not only this is an expensive method of
enforcement, but it may breed corruption including other drawbacks. So, to overcome these
limitations many countries have shifted tothe modern enforcement method, underwhich atraffic
light camera was used to detect red-light violators by capturing the number plate of the offending
vehicle. However,ithas its ownlimitations, includingthe capture of a blurry image of poor
resolution, obscuring of numbers and/or letters during hours of darkness and more. Therefore,
many red-light transgressions remain undetected, and un-punished.This paper discusses the
various limitations of the existing detection systems and proposes a Radio frequency
identification (RFID) based solution to overcome theselimitationsand improve the accuracy of
RLVDS.In doing so, various red-light enforcement methods have been studied, and the need for
an RFID based RLVDS have been discussed.Furthermore, to understand the public perception,
data from the questionnaire survey based on a random sample of 1000 respondents including a
wide range of their characteristics from India were analyzed using an econometric
technique. Findings from this research provide several important implications that could support
the current practices of RLVDS.
KEYWORDS
Intelligent traffic control systems, Radio frequency identification, Red-light violation detection
systems, Online survey, Red-light cameras

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INTRODUCTION
The end of the 20th
century and the start of the 21st
century saw aconstant growth
inurbanization, industrialization,and human population around the globe which has led to a
tremendous increase in traffic using road networks worldwide. It has been predicted that traffic
fatalities will be the sixth leading cause of death worldwide and the second leading cause of
death in developing countries such as India by the year 2020. (1,2).Road rules and traffic
enforcement relies upon both general deterrence and specific deterrence. Deterrence theory
argues that for a behaviour to be extinguished, punishment for that behaviour must be swift,
certain, and severe. (3). Drivers are deterred from risky driving behaviour as a result of the
presence of traffic police on road, and vicariously through observation of other drivers who have
been detected and apprehended for road rule violations (general deterrence). Drivers also can be
deterred from future risky driving behaviour because of being detected and subsequently being
punished for that transgression (specific deterrence). Importantly, Scott-Parker and colleagues
found that avoiding punishment through deliberately changing the driving route or having
someone else pay the infringement increases the likelihood that the driver will continue to be
problematic on the road. (4). Finally, note that in the context of the considerable growth in the
number of vehicles around the globe, haphazard traffic enforcement and avoidance of
punishment for transgressions undermines the effectiveness of a deterrence-based enforcement
system. Therefore, one of the challenges for police officers is to manage road user behaviour,
and compliance with road rules. (5).
MOTIVATION
Following are some of the motivation of this project.
a) Violation of signal
b) Corruption by traffic police
c) No discipline in following traffic rules
d) Reduce the workload of traffic police
e) To establish a secure connection between RFID reader and tags
f) Reduction in accidents
ANALYSIS ON EXISTING RED-LIGHT VIOLATION DETECTION SYSTEMS
Officer Based Red-Light Violation Enforcement System
Under the traditional method of red-lightviolation enforcement system, an individual
(usually a traffic police officer) monitor traffic and identifies violations such as red-light running,
using a mobile phone while driving, driving without a seat belt and more. Not only this is an
expensive method of enforcement (in terms of salary) and may breed corruption including other
drawbacks. Furthermore, it may also create a risk of injury due to the possibility of high-speed
pursuits in caseswhere offenders try to avoid apprehension.(6). For example, For the year ending
March 2016, the Independent Police Complaints Commission (IPCC) has highlighted a sharp
increase in the number of vehicle pursuit-related deaths. According to them,28 people died
including police officers from pursuit-related incidents which are highest in the last 11 years. (7).
Moreover, it is not possible to have a traffic police officer at every intersection of the city and
town to monitor the traffic violations 24 hours a day and 7 days a week.

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Red-light running (RLR) has been identified as a serious traffic rule violation which has
increased with time and contributes to unsafe roads for other road users. To illustrate, according
to the Insurance Institute for Highway Safety for the year 2014 in the United States alone,RLR
was responsible for more than 700 fatalities and 127,000 injuries.(8).Also, as per the World
Health Organization, an estimated 1.2 million people die and around 50 million people incur
non-fatal injuries each year on roads.(9).Multiple engineering and enforcement countermeasures
are currently used to detect the red-light violators, including red-light cameras (RLCs) which are
widely used at signalized intersections globally. This method of automated enforcement has
changed the driver's behavior through both general deterrence and punishment of individual
violators through enforcement penalties. The effectiveness of RLCs in reducing the number of
red-light violations has been examined in various studies. For example - Chen and other
researchers explored the general deterrence effects of red-light cameras at non-camera sites that
subsequently implemented camera enforcement in British Columbia. The analyses revealed a
69% reduction in the rate of red-light violations at the non-camera intersections one month after
the introduction of cameras and a 38% reduction after six months. Overall, the results suggested
that camera enforcement leads to large reductions in red-light running violations, ranging from
22% to 78%. (10).
To overcome the existing limitations and to further enhance the existing red-light
violation detection systems (RLVDS) an Intelligent Traffic Control system (ITCS) has been
proposed in this study by using RFID concept. The key idea is based on the principle of RFID
tracking of vehicles, a topic on which many organizations are doing/have done extensive
research. For example – RFID based highway toll collection systems which are now routinely
employed in many countries, like the Telepass system in Italy or the Autopass system in
Norway. Other uses include monitoring systems to avoid vehicle theft, access control to car
parking or private areas and embedding of RFID tags in license plates with specially coded IDs
for automatic vehicle detection and identification. (11).
Importantly, manual enforcement of red-light running notably has the following limitations:
a) Detection of traffic violations in terms of on-site policing is costly;
b) Manually issuing tickets to traffic violators is time-consuming, with police in India
allowed limited time for traffic regulation and for clearing subsequent traffic jams;
c) The manual system of enforcing traffic violations may not be transparent and can
facilitate corrupt policing practices;
d) Manual systems, such as in Qatar, may not link to previous traffic violations,with repeat
offenders escaping higher penalties for recalcitrant;
e) There can be a misappropriation of fines paid during real-time detection by police, with
unscrupulous police officers found to use duplicate receipt books.(12).
Considering these limitations, several engineering countermeasureshave been implemented to
reduce red-light running. There generally involve changes to the intersection and/or the signal
which:
a) Increased the visibility of traffic light (e.g., using overhead traffic light displays rather
than pole-mounted signals);
b) Increased the likelihood that drivers will stop at red lights (e.g., by installing warning
flashers to warn drivers when traffic light are about to change to yellow);

International Journal of Scientific Research and Engineering Development
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c) Reduced intentional violations (e.g., by careful timing of signal cycle lengths to ensure
yellow intervals are long enough and that red cycles are not so long that drivers become
frustrated and unwilling to wait for
d) Eliminated the need to stop (e.g., by removing traffic
alternative traffic control device, such as a stop sign or roundabout)
Automated Enforcement for Red Light Running
An increasingly popular alternative
automated enforcement via red light cameras (RLCs). RLCs
light complianceremotely without the need for an officer to be present at the scene of the
violation. This method of enforcement
high-speed pursuit and reduces the possibility of human bias,
selective enforcement. (15). As a result, the use of RLCs to increase compliance with
light is increasing. However, RLCs
increase in their application, with
RLCs for traffic enforcement as early as 1969;
a wide scale in Australia in the 1980s
Although, legal challenges, data
prevented many cities from implementing
Generally,RLCserves three purposes. First, they
compliance;second, they reduce the frequency of red light
in reducing fatal collisions due to RLR
many cases funds enforcement programs or invests
etc.). (17). The success of these three functions depends on how the camera is
environmental conditions, and the
RLCs are generallyplaced in weatherproof, vandalism
intersection on hinged poles, or fixed onto a
15 feet in the air, as shown in
existing traffic light hardware, thus their presence can be
integration of the RLC, they are
switches to red, the automated enforcement system
picture of violators. Vehicles in violation
compriseroad tubes, inductive loop sensors, piezoelectric strips (pressure sensors),
lasers. A photograph of the violating vehicle is taken
document the traffic light color and
some cases, a third photograph is taken to captur
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intentional violations (e.g., by careful timing of signal cycle lengths to ensure
yellow intervals are long enough and that red cycles are not so long that drivers become
frustrated and unwilling to wait for the next green interval); and
ed to stop (e.g., by removing traffic light and replacing them with an
alternative traffic control device, such as a stop sign or roundabout). (13,14
Red Light Running
n increasingly popular alternative to police enforcement to detect red light
red light cameras (RLCs). RLCs allowtraffic police to enforce
without the need for an officer to be present at the scene of the
method of enforcement helps in reducing the likelihood of a potentially dangerous
reduces the possibility of human bias, corruption, discrimination, or
). As a result, the use of RLCs to increase compliance with
RLCs are not a new technology,despite the relatively recen
with the technology being used for almost 50 years. Israel first used
ic enforcement as early as 1969; in Europe,the early 1970s; RLCs were adopted on
scale in Australia in the 1980s;RLCs were first used in 1993 in New York City
data securities concerns, public opposition, and upfront costs have
from implementing such a system.
serves three purposes. First, they are used to enforce
reduce the frequency of red light violations and have proven effectiv
due to RLR; and lastly, they generate a revenue for the city that in
nforcement programs or invests in the community (e.g., parks, recreation,
success of these three functions depends on how the camera is
the technology that is in place.
d in weatherproof, vandalism-proofed, metal boxes
intersection on hinged poles, or fixed onto a traffic light structure. These boxes are mount
the air, as shown in Figure 1. Other RLC camera systems are integrate
, thus their presence can be obscured. Irrespective
are connected to the traffic lightcontroller.Whe
enforcement system is activated, and the camera is ready to take a
. Vehicles in violation will cross a trigger mechanism, whichmay
road tubes, inductive loop sensors, piezoelectric strips (pressure sensors),
of the violating vehicle is taken, and a second photograph is taken to
color and the offending vehicle in the middle of the intersection. In
some cases, a third photograph is taken to capture the offending vehicle’s license
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Page 133
intentional violations (e.g., by careful timing of signal cycle lengths to ensure
yellow intervals are long enough and that red cycles are not so long that drivers become
and replacing them with an
13,14).
to detect red light violators is
police to enforcetraffic
without the need for an officer to be present at the scene of the
potentially dangerous
discrimination, or
). As a result, the use of RLCs to increase compliance with a traffic
despite the relatively recent
used for almost 50 years. Israel first used
RLCs were adopted on
in New York City.(16).
and upfront costs have
force traffic light
violations and have proven effective
generate a revenue for the city that in
in the community (e.g., parks, recreation,
success of these three functions depends on how the camera is installed,
metal boxes close to the
hese boxes are mounted 10–
camera systems are integrated into the
. Irrespective of the on-site
When a traffic light
, and the camera is ready to take a
will cross a trigger mechanism, whichmay
road tubes, inductive loop sensors, piezoelectric strips (pressure sensors), radar, and/or
otograph is taken to
offending vehicle in the middle of the intersection. In
license plate.Although

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traffic equipment vendors may claim that one automated enforcement camera system can
monitor four lanes of traffic, studies performed in New York City have shown accurate
photography can only be accomplished in configurations of a maximum of three lanes. (18,19).
Figure 1 - Example of a Red-light Camera
RFIDBased Red-Light Violation Detection System
Radio Frequency Identification technology originated inthe 1990s and developed through
three stages: electromagnetic induction (the production of an electromotive force (i.e., voltage)
across an electrical conductor in a changing magnetic field); non-contact identification of the
target tracking; and two-way data communication of the new automatic identification
technology.(20).Three key factors drove a significant increase in RFID usage in the 21st century.
These include: (a) decreased cost of equipment and tags; (b) increased performance to a
reliability of 99.9%; and (c) a stable international standard regarding ultra-high frequency (UHF)
passive systems.(21).On the other hand, RFID based traffic violation detection systems use
radio-frequency waves to identify vehicles that are endowed with unique identification numbers
in the form of RFID tags. RFID (Radio Frequency Identification) is one of the upcoming
technologies in the field of engineering and innovation. It has several applications in the market
starting from vehicle identification at tolls to security systems at malls. These RFID based
systems consist of 3 main components, namely RFID Reader, RFID Tags, and RFID
Database.RFIDisa three-component based system consisting of tag, reader, and database. RFID
is an identification technique that uses radio waves for the identification of objects bearing the
tag.RFID tags, or simply "tags", are small transponders that respond to queries from a reader by
wirelessly transmitting a serial number or similar identifier. There are three parts ina tag: antenna
(the antenna is designed for a specific frequency of operation and is tuned according to the
properties of the material to be read), a semiconductor chip (aka integrated circuit,IC) and
encapsulation (used to incorporate materials on a micrometric scale). (22).
There are two types of readers:stationary readers,which can be fixed at a specific location and
can be read within this range, andmobile readersthat are moveable devices.(23). Finally, a web-
based database to facilitate the centralization of information/records of red-light violation
detection. There areseveral methods of identification in an RFID system, but the most
commonoption is to store a unique serial number that identifies a personor object on a microchip
that is attached to an antenna.The combined antenna and microchiparetheRFID transponder or
RFID tag andworks incombination with an RFID reader, the RFID systemthus consisting of a
reader and one or more tags. There are two tag technologies: passive tags are tags that donot
contain their own power source or transmitter. Whenradio waves from the reader reach the chip’s
antenna, theenergy is converted by the antenna into electricity that can power up the microchip in
the tag. The tag is thenable to send back any information stored byreflecting the electromagnetic
waves.In contrast, active tags have their own power source andtransmitter. The power source,
usually a battery, is usedto run the microchip's circuitry and to broadcast a frequency-based
signalto a reader. Frequency refers to the size of the radio waves used to communicate between
the RFID systems component. The read range of a tag ultimately depends on many factors: the
frequency of RFID system operation, RFID tag, the power of the reader, environmental
conditions, the physical size of the tag antenna, and interference from other RFID.The passive
RFID technology is more suited for fast-moving vehicles. Fast-moving vehicles and their details
are detected at minimal cost and with maximum efficiency by using RFID technologies. The

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passive RFIDs could be deployed with a lower cost when compared to active RFIDs. Vehicles
within the reader's range are given more than one chance to be identified. Once RFIDs are
properly identified, the reader mutes the transfer to avoid unwanted transmission of data. The
conventional anti-collision algorithm assumes only static RFID, but it is used to identify mobile
RFID tags. It could read from multiple lanes, reducing the amount of hardware.Data exchange is
faster and minimal resources are needed. It could retrieve data from fast-moving objects. The
weaknesses are that the use of inefficient readers might increase the required resources and that
they do not achieve the efficiency and tag collision avoidance possible with active RFIDs.
PUBLIC PERCEPTION ON RFID BASED RED-LIGHT VIOLATION ENFORCEMENT
METHOD
Overview
The data was collected by conducting an online survey and the survey was sent to the
general public. However, the sample for this survey was limited to drivers with age 18and above
whohasavalid driving license and drives a four-wheeler. A questionnaire was designed in a
simple and easy format for the respondents to understand. The questionnaire was divided into
three parts. In the first part, the questions are related to socio-economic characteristics, while the
second part is related to vehicle use and driving characteristics of the drivers. The first two parts
were designed based on the selected influencing factors of drivers' attitudes such as:
a) Socio-economic characteristics: gender, age, family status, education.
b) Vehicle use and driving characteristics: vehicle type, challan and accident history,
average travel distance per week, driving license.
In the last part of the survey, questions related to red-light running, primary reasons, measures
available and attitude towards new RFID based red-light violation detection system is assessed.
Understanding the Survey Results
The questionnaire survey was conducted from January 2019 to May 2019. A total of
1000 people in the study areas were asked to complete the online questionnaire.
Table 1. Socio-economic characteristics of drivers
Socio-Economic Characteristics Total Percentage Male Female
1000 100% 560 440
Age
18-24 224 22% 123 101
25-34 280 28% 157 123
35-44 266 27% 151 115
45-54 180 18% 101 79
55-64 30 3% 17 13
Above 64 20 2% 11 9
Education

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High school 50 5% 28 22
Some college 90 9% 50 40
Trade/vocational/technical 30 3% 17 13
Associates 140 14% 78 62
Bachelors 282 28% 168 114
Masters 278 28% 146 132
Professional 90 9% 50 40
Doctorate 40 4% 23 17
Family Status
Single 387 39% 246 141
Married 353 35% 168 185
Separated 70 7% 39 31
Divorced 60 6% 34 26
Widowed 30 3% 17 13
Prefer not to say 100 10% 56 44
By running a cross-tabulation; Gender with other Socio-economic characteristics of drives
(Table1) it is evident that the male drivers with the age group 25-44 years, having the highest
level of education as bachelors, and are single, have dominated the Indian roads as one would
have expected.
Table 2. Vehicle and Driving Characteristics of Drivers
Vehicle and DrivingCharacteristics Frequency Percent
Vehicle used for Personal use 720 28%
Commercial use 280 72%
Years of driving Less than 6 years 460 46%
6 years or more 540 54%
Days per week driving Less than 3 days 280 28%
3 days or more 720 72%
Challan issued in the past 12 months Yes 460 46%
No 540 54%
The primary reason for challan in the past 12
months
Over speeding
184 40%
Red light crossing 147 32%
Drink and drive 41 9%

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Driving without
seatbelt 69 15%
Other 19 4%
Table 3. The result of Variable Analysis on Challans Issued Towards Years and Days of
Driving
Challan issued in past 12M
Variables Coefficient Z-test
Days per week 0.004 1.27
Years of driving 0.299 2.73**
In the second part, a variable relationshipis tested by defining an independent variable as challan
issued in the past 12 months, Yes and No; and dependent variables asdays per week and years of
driving. It is interesting to see that the drivers who have driven vehicles for 6+ years and for
more than 3 days in a week have been issued more challans in the past 12 months vs the drivers
who have driven less than 3 days a week; whereas speeding is the primefactorfor issuing the
majority of challansfollowed by a red-light running.
Table 4. AttitudeTowards RLR Detection and Available Measures
RLRDetection and Measures Frequency Percent
Red-light running in the past 12 months Never 350 35%
Occasionally 470 47%
About half the time 140 14%
Most of the time 40 4%
Always 0 0%
The primary reason for running a red-
light
In a hurry, intentionally
running a red light
403 62%
At the end of the yellow
light, but runs a red light
182 28%
Emergency vehicle at
behind
52 8%
Other 13 2%
Encountered crash while running a red-
light
Yes 247 38%
No 403 62%

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Available measures in your city for RLR
detection
Red-light cameras 290 29%
A police officer at the spot 550 55%
Not sure 160 16%
Are available measures enough to
identify RLR
Yes 310 31%
No 690 69%
Measures you think can reduce RLR in
your city
Install automatic facilities 420 42%
Install countdown signal
lights
330 33%
Strengthen education and
awareness of traffic safety
250 25%
Do you support automatic RLR
detection system using RFID
Yes 800 80%
No 200 20%
In the last part, the driver's attitude towards red-light detection and available measures in
their cities were studied and mostof the drivers suggested that the primary reason for them to
cross a red light is that they are in a hurry and have intentionally run a red light; while running a
red light 35% had indulged in an accident. Respondents rated Police on spot (55%) as the prime
measure available in their city for a red-light violation detection system. Most drivers strongly
agreed that Installing countdown signal lights (33%) and automatic facilities (42%) can help
reduce the RLR, followed by strengthening education on traffic safety (25%).
At the end of the questionnaire, the drivers were asked to express their opinion about
whether the available measures are enough to identify red-light runners in their cities. As
expected, overall more than 60% of the drivers said the available measuresare not enough to
identify red-light violators in their city. While those who said the available measuresare enough,
out of those 25% supported RFID based red-light violation detection system.Overall 80% of
respondents supported this measure. Hence, respondents showed a positive attitude towards
implementing automatic red-light violation detection method using RFID technology.
* Detailed information regarding RFID technology and its implementation were provided to the
respondents before asking their views on the same.
Table 5. RLR in Past 12 months and Attributes
Attributes
Red-light running in the past 12
months
Yes Percentage

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650 100%
Challan in the past 12
months
Yes 182 28%
No 468 72%
Crash while crossing a
red light
Yes 228 35%
No 423 65%
It is also interesting to see that (in table 5), people who rana red light (65%), out of that 72 % had
not issued a challan in the past 12 months and 65% did not encountered any crash.The possible
reason could be, no police office presented at the traffic intersection,or notraffic camera to
monitor the traffic violations. Thus, these red-light transgressions remain undetected, and thus
un-punished.
RFID ENFORCEMENT FOR RED-LIGHT RUNNING - IMPLEMENTATIONS,
STRENGTHS, LIMITATIONS AND RELATED SYSTEM
Theoretical Implementation
RFID readers will be affixed on each side of the road for the time interval when the
signal is green or yellow, the reader remains inactive and vehicles are free to transit within this
period. However, as soon as the signal becomes red, the reader activates and propagates the radio
waves/frequency. During this period, any vehicle attempting to cross the red-light will be in
direct contact with the active waves. The antenna attached to the vehicle collects the energy from
the waves and converts that energy into a radio frequency (RF) wave, which is further sent into
the red zone. Once the tag is read within this red zone, the RFID tag’s internal antenna draws in
energy from the RF waves. The energy moves from the tag’s antenna to the IC and powers the
chip, which generates a signal back to the RF system via a process called a backscattering i.e.,
the reflection of waves, particles, or signals back to the direction from which they came.
Once RFIDs are properly identified, the reader mutes the transfer to avoid unwanted
transmission of data. The conventional anti-collision algorithm assumes only static RFID, but it
is used to identify mobile RFID tags. It could read from multiple lanes, reducing the amount of
hardware. Data exchange is faster and minimal resources are needed. It could retrieve data from
fast-moving objects.
Finally, the data is sent to the control station, placed in a central location, by using the
General Packet Radio Service network (GPRS), a packet-switching technology that enables
datatransfers through cellular networks; and the gateway GPRS support node (GGSN) network.
The GGSN is responsible for the interworking between the GPRS network and external
packet-switched networks, like the Internet and X.25 networks. (24). The database stores these
records which can also be used to detect repeat offenders, and for other research purposes.
Further, some additional features can be incorporated, such as issuing an automatic e-ticket that
can be sent to the violators on their mobile device and/or to their email address. The data
obtained is sent immediately to the sensing data collection (CCS) by wireless or wired channels.
The CCS contains a central database processing system (CDPS) for processing vehicular data
and a decision-making section (DMS) for sending the online tickets. (25).

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Strengths
The following strengths of RFID suggest the advantages this system has over the existing
red-light violation detection system:
a) Tag detection does not require human intervention, which reduces employment costs and
eliminates human errors;
b) As no line-of-sight is required, tag placement is less constrained;
c) RFID tags have a longer read range than, e. g., barcodes; Tags can have read/write
memory capability, while barcodes do not;
d) An RFID tag can store large amounts of data added to a unique identifier;
e) Unique item identification is easier to implement with RFID;
f) Its ability to identify items individually rather than generically;
g) Tags are less sensitive to adverse conditions (dust, chemicals, physical damage, etc.).
Limitations
With the increasing adoption of Radio Frequency Identification (RFID) technology opens
a new frontier for data threats and data security measures. Broadly speaking, RFID includes a
full spectrum of wireless devices of varying capabilities, power, and sophistication, including
ExxonMobil Speed Passes, vehicle immobilizers, Electronic Product Code (EPC) tags, and more.
RFID tags are small, wireless devices that emit unique identifiers upon interrogation by RFID
readers, which emit powerful electromagnetic fields and “read” tag information. Fortunately,
network security is a highly evolved, mature technology that brings plenty of powerful tools and
technologies to bear on the challenge of keeping networks safe. RFID reader makers can
implement a standard, proven security technologies, such as Secure Sockets Layer (SSL) and
Secure Shell (SSH). They can close ports that are not secure (e.g., with Telnet). And they can
implement secure processes, such as certificates for authentication, which keep out unauthorized
readers, competitors, hackers, and other potential threats. Attempting to read several tags at a
time may result in a signal collision and ultimately to data loss. To prevent this, anti-collision
algorithms (most of them are patented or patent-pending) can be applied at an extra cost. The
development of these methods, aimed at reducing overall read time and maximizing the number
of tags simultaneously read, still goes on.
The other possible limitation is the implementation of tag in the old vehicles. Hence, to
overcome this challenge, we may collaborate with the technology partners and government to
start a drive. The objective is to send the invitation to the general public to come with their cars
for the tag implementation. However, a plan of action and a discussion will be required before
the execution.
Related Practical System
Application ofRFID tags in high-speed railways systems. Each vehicle is identified using
a passive RFID tag mounted underneath the railway car and received by the RFID readers
mounted along the railway tracks. The reader is connected to the railway system through a wired
network. The readings about the tags are received by the readers and sent to the CPS unit to
monitor high speed and very high-speed trains in their respective categories. The arrival and
departure of railway cars are reported. The round-trip time for the communication between the
fast-moving tags and the reader is decreased. RFID suffers difficulty in picking up readings
through metals and liquids as they undergo collision and result in interference of tags.

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Pérez et al proposed new infrastructure to the vehicles and a control system for intelligent
speed control. The system is based on RFID technology. It measures the vehicles speed with a
hall effect-based sensor and controls the speed of the passing vehicles using a fuzzy logic
controller. Pérez's method does not discuss traffic light situations.Sundar et al used RFID tags in
cars to detect several cars in an intersection to adaptively control the traffic light green period to
reduce congestion and to identify emergency cars and stolen Vehicles
This proposed method provides an intelligent traffic control system to pass emergency vehicles
smoothly. They suggested that each vehicle is equipped with a special radio frequency
identification (RFID) tag which is placed at a specific location that cannot be removed easily.
This method makes use of RFID reader, max 232, and PIC16F877A system on chip to read the
RFID tags attached to the vehicle. If the RFID tag read belongs to the stolen vehicle, the location
is tracked using GPS and then a message is sent using GSM to the police control room. Besides,
when an ambulance is approaching the junction, it will communicate to the traffic controller in
the junction to turn ON the green light until the ambulance passes and the red light for the other
path should the red.
CONCLUSION
Red-light running is well recognized as a risky driving behavior that potentially has
devastating outcomes for occupants of vehicles traversing intersections on a green light and other
road users. Enforcement of red-light transgressions in person by police officers and red-light
camerashave certain limitations, including finite financial capital (to support salaries), quality of
the image, risk in high-speed pursuits and more, due to which many red-light violators remain
undetected.In this paper, we have discussed the use of the basic concepts and functionality of an
RFID technology to overcome the existing limitations of red-light violation detection systems.
The objective is to improve the accuracyand reach by using RFID tags and readers along with
other components.
Based on the survey results, several groups of drivers seem to give their support to the
implementation of automatic RLR detection by using an RFID system. Overall, the results

International Journal of Scientific Research and Engineering Development-– Volume 2 Issue 6, Nov- Dec 2019
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ISSN : 2581-7175 ©IJSRED: All Rights are Reserved Page 142
suggest that the automatic RLR detection system was strongly supported by most of the drivers,
as one would have expected. Also, it is not possible to have a traffic police officer at every
intersection of the city and town to monitor the traffic violations 24 hours a day and 7 days a
week. Considering the limitation of RLC and in-person enforcement, it is recommended to have
an RFID based automatic red-light detection system which can run 24 hours and can stand harsh
environmental conditions along with other advantages. Hence, we can say that RFID is the future
of the red-light violation detection system.
FUTURE RESEARCH DIRECTIONS
The next step is to test the prototype system and collectthe real-time feedback from the police
and the public. The basic objective is to capture the data under the test conditions, identifying the
cost structure, studying the results for a discussion on the implementation process. This
experiment will be performed in the inbound experiment facility. Further, to minimize the
security threats the scope of blockchain can be studied.
ACKNOWLEDGMENT
The second author is supported by a National Health and Medical Research Council Research
Fellowship.
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